Traction-engine



I. C FRENCH.

TRACTION ENGINE.

APPLICATION FILED NOV. 25, I918.

Patented Im. II, 19L I 9'SHE ETS-SHEET I.

WITNESS: INVENTOR:

5. (Q. pm Jmm's U FRENCJM,

J. C. FRENCH-.

TRACTION ENGINE.

APPLICATION FILED NOV. 25, 1918.

Patented @011. H, mm,

9 SHEETS-SHEET 2.

WITNESS:

1. C. FRENCH.

TRACTION ENGINE.

APPLICATION FILED NOV. 25, 1918.

k in IN VEN TOR:

WITNESS Patemeol 00h. M N21 9 SHEETS-SHEET 4.

IN VEN TOR MES C. FRENEH,

WITNESS: XZAQMU-W/ J. C FRENCH.

TRACTION ENGINE.

APPLICATION FILED NOV. 25. 1918.

m NN E MW MW H T H m W 9 V a d m m w w m M P fl J WITNESS:

J. C. FRENCH.

TRACTION ENGINE.

APPLICATION FILED NOV. 25, 1918.

Patented (Pct H, 191..

9 SHEETSSHEET 6.

INVENTOR:

[WE/S 7 J. C. FRENCH.

TRACTION ENGINE. APPLICATION FILED- NOV. 25, 1918.

9 SHEETSSHEET 7.

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, W 1J7 a -J JVVEE ifi? a t Z57 WYTNES$ ATTORNEYS.

J. C. FRENBH.

TRACTION ENGINE.

APPLICATION FILED NOV. 25. 191B.

Patented Wu, H, W21.

9 SHEETS-SHEET 3.

INVENTOR Jmms U Ell 6J1? WITNESS:

J. C. FRENCH.

TRACTION ENGINE. 7 APPLICATION FILED NOV. 25, 1918.

Patented Wm. M, 19211.

9 SHEETS-SHEET 9.

'INVENTOR:

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JAMES ('1. FRENfill-I, F CJHEIQAGU, lllhllinliNWiS, ASSIGNUR "11W FWEZIDFRIQK U. AUS'FIN @L KLLINUJIS- rnncrr'on-nn'orn'n neonate.

Specification of Letters Patent.

Patented @ct. 11, iltt ll.

To all whom it may concern:

Be it known that l, JAMES C. FRENCH, a citizen of the United States, and a resident of the city of Chicago, in the county of Cook and State of llllinois, have invented a cor tain new and; useful Improvement in llraction-Engines; and l do hereby declare that the following description of my said invention, taken in connection with the accompanying sheets of drawing, forms a full, clear, and exact specification, which will enable others skilled in the art to which it appertains to make and use the same.

My invention relates generally to improvements in traction engines, and it consists, essentially, in the novel and peculiar combination of parts and details of construction, as hereinafter first fully set forth and described and then pointed out in the claims.

The object of this invention is the production of a very effective, substantial, and efli cient traction engine, preferably, of the end less, self-laying track type, which machine can be steered by a single hand wheel to the exclusion of steering wheels, caster-wheels and other similar devices, by changing the 4 speed of one or the other of the track bands.

Another object of this invention is the installation in such a machine, of ready means for applying braking power to the machine by a single operating lever. A still further object of this invention is the introduction of means whereby the power of the motor of the machine can be utilized for other purposes than operating the traction means, when the latter are not in operation. A. further object is the introduction in this machine of a novel draw-bar construction which shall possess flexibility to a high degree, to avoid jars and jolts being communicated to the tractor when pulling a trailer, plows, and other implements and machines. Uthcr desirable features of this invention will hereinafter fully appear.

in the drawings forming a part this specification and which illustrate this invention very fully, Figure 1 is a side elevation of this traction engine, a portion of hood covering the motor of tractor being broken away to disclose interior parts. 2. is a plan of the tractor, the rear portion of which being shown in section on the indirect lines f22 of Figs. 1 and 11. Fig. 2 is a transverse elevation of the transmission gear casing and the two driving sprocket wheels, a portion of the device shown at the left of this figure being in vertical section on line 2 2 of Fig. 2. Fig. 8 is a side view; and Fig. 4 is a plan of one of the removable sprocket teeth employed in the sprocket gear wheels. Fig. 5 is an elevation of a detail of these sprocket gear wheels; and Fig. 6 is an edge view of-the parts shown in Fig. 5. Fig. 7 is a side view of one of the trucks em ployed in this tractor. Fig. 8 is a plan of the same. Fig. 9 is a detail sectional view of part of the truck, on line 99 of Fig. 8; and Fig. 10 is a similar view on line 10 10 of the same Fig. 8. Fig. 11 is a front elevation of the machine, the hood and other parts of the tractor rendered obscure by the motor, as well as other minor details-shown in other figures, being omitted. Fig. 12 is a detached side view of the suspension beam of the tractor; and Fig. 13 is a plan view' of the same. Fig. 14 is an elevation of one end of this beam drawn on an increased scale. Fig. 15 is a plan view of one of the swivels used in connection with this suspension beam; and Fig. 16 is an end view of the same. Fig. 17 is an elevation, partly in section, of the yoke connecting the forward ends of the truck frame, and showing the connection of the suspension beam with this yoke. Fig. 18 is a side elevation, partly in hit) section, of fragments of the tractor, and

illustrating the clutch mechanism which connects the motor to the transmission gear casing, and the controlling treadle with said clutch mechanism. F i 19 is a plan of the same. Fig. 20 is a sectional end view of the conical shell connected with the friction clutch mechanism illustrated in F igs. 18 and 19, the section being on line 20--20 of Fig. 18. F ig. 21 is a plan view of the rear parts of the chassis channels and the draw-bar mechanism connected therewith. Fig. 9.2 is

a side view of the Fig. @3 is an eleva tion of a fragment of this device and nism shown in Fig. 31.

an edge view of one half of this two-part disk. Fig. 29 is a sectional plan view on an increased scale of a portion of the friction clutch mechanism which connects the motor of the vehicle with the transmission gearing mounted on the chassis of the tractor. Fig. 30 is asectional elevation of the forward part of the chassis and showing part of the mechanism by which power may be taken from the motor thereon, the section being online 30'30 of. Fig. 32. Fig. 31 is a plan view of the mechanism illustrated in Fig. 30. Fig. 32 is an elevation, partly in section, of the bevel gear casing and partofthe mechanism shown in Figs. 30 and 31. Fig. 33 is an end view of part of the mecha- Fig. 34 is a sectional plan view on an increased scale of the clutch mechanism by whichpower may be taken from the motor, and disconnected therefrom. Fig. 35 is a plan view of the expansion ring'employed in the latter clutch; and Fig-36 isa sectional view of the same. Fig. 37 is a plan View of the cam member of this clutch; and Fig. 38 is a sectional view of the same. Fig. 39 is a plan view, partly in section, of the two members of the clutch shown in Figs. 35 and 38. Fig. 40 is a plan view of the toggle link; and Fig. 41 is a sectional viewof the same. Fig. 42 is a sectional plan of the two members of the clutch showing, on an increased scale, the position of the parts when the clutch is in operative condition.

Like. parts are designated by the same characters and symbols of reference in all the various figures.

This tractor comprises a chassis formed I of two, preferably channel beams E, E,

upon the forward part of which there is mounted a motor F, preferably of the multiple cylinder type'of internal combustion engines; and in front of which there is mounted a radiator G;-and above the same a fuel tank H, while at the rear end of these channel beams there is mounted atransmission gear case I.

The above-described parts are supported by two trucks A, A", one of which is shown detached in Figs. 7 to 10- inclusive, and will which, as shown in Figs. 2 and 2 carries at itsends gear pinions 39, 39, which engage internal gears 40, forming a partof two I! Fig. 2 of a central hub 43, having formed,

preferably integrally therewith, a slightl dished disk 44, to the outer margin of whic there is bolted, by screws 45, a rin 46, preferably made of a steel casting, the 1nner surface of which is provided with gear teeth to form the internal gear 40, while on the outer periphery of this ring there are formed approximately V-shaped projections 47, which are slotted to receive sprocket teeth 48, shown detached in Figs. 3 and 4, which teeth are bolted to the projections 47 by bolts 49. ,The hubs of these sprocket wheels are recessed at their outer and inner ends; and in these recessed ends there are located roller bearings 50, by which friction of the sprocket wheels on the dead axle 42 'is reduced as far as possible. In the dished disk 44 there are several openings 51, closed by covers 52, which openlngs afi'ord means for access to the interior of the sprocket wheels to lubricate the parts therein. These sprocket wheels have fixed disks at their inner sides, which disks C, shown detached in Figs. 26, 27, and 28, are circular plates having at their outer margins an inwardly extending rim 53, and spaced therefrom, and concentric thereto, a further rim 54, between which there is rotatably located an annular rim 55, Fig- 2*, formed integrally with the ring 46. In this rim 55 there is a groove, and in thisgroove there is located a packing ring 56, which is referably a soft material such as felt, wliich packing ring bears upon the rim 54 and prevents dust and other foreign matter from entering the interior of the sprocket wheel. The means for re venting the rotation of the disk C wil be hereinafter described.

The trucks A, A, one of which ish shown detached in Figs. 7 to 10 inclusive, consist each of two, spaced apart, preferably angle bars 57, 57. These angle bars are preferably" riveted to a sheet-metal, downwardly extending pair of plates 58, 58*, which plates extend the entire length of the truck and reach nearly tothe ground over which the tractor may be moving, and thus form skirts to protect the mechanism located therebetween from dirt, sand, and other objectionable matter. To the outer surfaces of these skirts there are secured further angle bars 59, for the purpose of stiffening these skirts and at the same time to afford means for truclr members in proper, spaced apart position, 'llhis arcuate plate 64 is stiffened at one of its end margins by a strap 66, and at the other end margin by short angle bars 67, while the two skirts are'further stiflened by vertically disposed angle bars 68.

At the rear ends of the outer angle bars 57 there are located axle boxes69, bolted to the flanges of the angle bars by bolts and upon the inner angle bars 57 there'are bolted similar axle boxes 71, which latter boxes and is prevented from rotation by beingsecurely their caps are eaph formed, preferabl integrally with a cup-shaped element 72, s own detached in Figs. 5 and 6, formed of two halves, one of which is formed with the lower member of the axle box 71, and the other half of which is formed with the cap therethrough, with its flange 73 hearing against the inner surface of the disk C, and. to which it is bolted by bolts 7%, as clearly shown in Fig. 6, while near the periphery of this dish C theme is a round opening 75, through which the transverse shaft 37 freel passes, in this manner the circular disk d 7 fixed to the axle-boxes 71. And by these same boxes, and the boxes 69, the trucks are pivotally connected to the dead axle.

The annular dish (3 is formed in two halves, detailed in Figs, 26 27, and 28, in order that i may be mounted in position; and to securely connect these two halves there are formed on the edges thereof, radially extending, alined ribs 76, having bolt holes 7 7 through which bolts 78 are assed to unite the two parts. There are a so on the inner surface of the dish near the joint thereof lugs 79, perforated to receive 80, for a. like purpose, while other radially extending ribs 81, on both sidesof the disk serve to stifllen the disk. These ribs are not shown in Fig. 2 The forward ends of the bolts wardly, and form, as it'were, a il -shaped structure fromthe middle of which extends forwardly a substantially square, open, frame 84, in the top and the bottom bars of which there are openings 85. Upwardly extending from each cheek member 83 there is a cross bar 85*, formed with a boss 86,

which boss is punctured as at 87, to receive an adjusting bolt 88, Figs. 1, 2, and 7, "by which a pair of journalbearings 89, to be hereinafter referred to, may be longitudinally moved upon the angle bars 57, 57*. The yoke D serves to receive mechanism by which the forward end of the chassis and superposed load are flexibly, or spring-supported, which mechanism includes the following elements:

Referring to Figs. 1,2, and 11, and others, there are at the forward ends of the channel beams E, E", two spaced-apart, transverse channels 90, 91, and medially of these latter channels there are secured to their'opposing flanks downwardly extending plates 92, and back'of these plates there are two angle bars 93, the plates 92 being punctured at their lower ends toreceive a pivot bolt 9t, Be-

tween these plates 92, and mounted on the ivot bolt 94, there is oscillatably mounted. a beam J, whicln beam is bifurcated at its ends, asat 95, best seen in Fig. 13, and each member of these forks is slotted, seat 96, and the slots closed by caps 97 which atford in these forks substantially round journal bearings 98, in which there are rotatably mounted swivels 99, which have trunnions 100, engaging the journal bearings 98. 'lhese swivels, shown detached in Figs. 15 and 16, have a vertical passage 101, by which they are vertically movable upon a rod 102, passing through the openings 85 in the top and bottom bars of the yoke 10, and having lockinc ing nuts 103, at their outer ends to keep the rods 102 in fixed position. Between the lower face of the swivel 99, and the top of a the lower bar of the yoke D, there is mounted upon rod 102, alsubstantial coil spring 104, by which the forward end of the chassis is flexibly supported so that should the machine move over undulated ground and one truck be on a higher plane thanthe other truck, there will be no torsional stress set up in this chassis. And by the same device, jolts, jars and vibrations are prevented from being transmitted to the superstructure.

lln the horizontally movable journal boxes 89 there are mounted shafts 105, Fig. 1, and upon these shafts are rotatably mounted idler wheels it; and over each idler wheel K and its coacting sprocketwheel B, there is trained an end ess. track band or belt L, of any approved construction, which track bandsmay be tcnsioned, and slack therein caused b wear, taken up by proper manipulation o the adjusting nuts 106 on the ad-- The upper run or stretch of the endless track band Lis supported upona car ing roller 107, indicated in dotted lines in ig. 1; and

this'carrying roller is supported in position by two standards 108, best shown in Figs. 7 ,,8, and9. Theses'tandards are substantial iron or steel flat bars having their lower ends 109,,bent at approximately right the entire truck frame is constructed of commercial structural steel elements which, while very strong and comparativelycheap, imparts to the structure a. certain degree of flexibility which is deemed necessary to avoid breakages, such as will almost invariably occur when castings constitute the main elements of the truck, and the machine is moving over rough ground. This con 'struction is especially 'well adapted for em-' ployment on tanks, so-called, because injury to the trucks by shells can in most cases be readily repaired by straightening or removal and renewal of the in ured parts.

The connection between the motor F and the transmission gearing in the transmission gear case I, comprises the following elements:

Upon the'rear end of'the motor crank shaft 114, there is secured a combined fly-wheel and friction drum115, Figs. 18, 19, and 20, and alined with this crank shaft, and connected thereto by friction clutch mechanism 116, there is a short extension 117, carrying one member of a flange, or other coupling 118; and bolted thereto by bolts 119, there is one member,.120, of a claw-clutch, or if preferred,- a universal joint, coupling, the other member, 121, of this coupling being keyed or otherwise connected to the outer end of the transmission gear shaft 122. This friction clutch mechanism includes a collar 123, having a tubular sleeve 123, which sleeve-has at one end a laterally extending flange 201. Upon this sleeve there is mounted a cup shaped element 202, having. two, spaced-apart laterally extending flanges 203. Between the inner face of the flange 201 and the bottom of the cu :shaped element 202, there is a thrust bal bearing 204, to reduce friction of the rotating parts. In the circumferential toggle levers connects with a brake shoe 125,

being a' ring connected to a hub that is splined upon the forward end of the shaft extension b a number of splines 128, and longitudina ly movable thereon. Mounted in the rear of the fly-wheel 115, and secured thereto by bolts 205, there is a dished, annular plate 206 a ainst the inner face of which there is, sli ably bearing, a ring 207, having a series of punctured lugs 208, corresponding in number to that of the toggle levers 124, in which lugsthe second arms of the toggle levers are pivoted. Against the inner face of the element 206 there is also bearing a spiral spring 126, the other end of which bears against the cu -shaped member 202, to force the toggle evers to oscillate on their fulcra, the effect of which is to force the brake shoe a ainst the inner face of the fly-wheel 115. T fese brake shoes when forced by the spiral spring against the inner face of the fly-Wheel 115 cause sufficient friction between these parts to compel the spider 127 which carries the brake shoes, and which, as stated, is splined to the shaft extension 117, to rotate this shaft extension, and with it, the transmission gearing and associated parts that connect the transmission gearing to the endless track bands. In order-to control and vary the speed of these track bands, and to disconnect, when desired or necessary, the motor from the transmissiorrgearing, I employ the following means:

The lower half '36 of the transmission gear case I has a laterally, and forwardly extending, open bed 'plate 129, 129, by which the gear casing is secured to the chassis beams E, and to the inner face of thecliannel beam E, there is secured an angle plate 130, Figs. 2, 18, and 19. Below this open bed plate 129, and spaced from the angle-plates 130, there is a second angle plate 131, which angle plates support a rocking shaft 132, upon which there is fixedly mounted acontrol-treadle lever 133, having a short, downwardly depending, arm 134, and at its upperend'a foot plate 135. To the casing 136, Figs. 1, 18, and 19, which incloses the fiy-wheel and clutch mechanism, there is secured a conical shell 137, best shown in Fig. 29, which shell has in its apex .a ball bearing 138, to support the shaft extension 117 near its rear end, the forward end of which is. supported at its reduced ournal 137,in a ball bearing 139, located in the center of the web of the fly-wheel 115. On this cone there are formed two bearin bosses 140, in which there is mounted a s aft 141, which carries between the inner ends of said bearings a hub from whlch depend two arms 142,142, the lower ends of which bear against the collar 123 heretofore mentioned. At one outer end of this shaft 141 there is a downwardly proectmg arm 143,'which arm is connected to the short arm 134 of the control lever by a rod 144. It will now be noted that while of-the track bands can be regulated to a nicety, and thevmovemententirely stopped till when desired.

Attention is now invited to the mechanism which connects the motor to the transmission gearing. Thus the crank shaft 114 of the motor carrigs atits rear end, and terminates in, a flange coupling 210, Figs. 18 and 29, to which the fly-wheel 115 is bolted. The shaft extension 117 which is connected to the fly wheel by the friction clutch mechanism, terminates in the member 118 of the flange coupling Bolted to this flange coupling by bolts 119 is the one member 120 of a claw coupling, which has no shaft but is, as it were, serving as such, and wherewith engages the second half 121 of v thet claw coupling, which latter half is setill tlll

dated to the forward end of the transmission gear shaft 122. By removing the bolts 119, the member 190 can be lifted out of position thereby aflording room that permits the assembling and dismounting of the clutch mechanism in the motor casing, and at the same time aflords a flexible connection between the motor and the transmission gear shaft" so that should these shafts be somewhat out of alinement or a slight twisting of, or torsional stress be set up in, thechassis, this stress will not aflect the proper operation of the transmission gearing.

lln a tractor it is desirable that means be provided for connecting thereto a trailer,

plows, or other vehicles; and to accomplish this object, l rovide drawbar mechanism shown in detai in Figs. 21 to 25 inclusive. This drawbar mechanism comprises two downwardly extending plates 145, 1145, secured to "the inner faces of the channel bars E, E, at some distance from the rear ends thereof. lln these plates there is mounted a, .preferabl round, bar 146, uponwhich there are slldably located two collars 147, whichcollars have trunnions 148, to receive one end of a pair of cranked link-members 149, the other ends of these lmlr members being bolted to one end of a pair of pull rods 150, which rods are convergingly arranged, and terminate in an approximately triangular elemeht or clevis. 151, torked at 152, to pivotall connect the ends of the pull rods 150 to sai clevis, the rear end of which is perforated, as at 153, for obvious reasons, llentrally upon'the rod 146, there is a slid able tube 154, flanked b washers; and betweenthese washers an the inner faces of the two collars 147 on the transverse shaft 146 to move toward each other, which move ment is to a certain degree resisted by the springs 155, so that there is a degree of flexibility imparted to this device which prevents shocks, jars, etc, from being communicated t0 the tractor. When the tractor is moving straight ahead,'the movement of the two collars toward each other will be practically uniform, but when the tractor is turning from a straight course and the-stress on the clevis-is angular to a straight line, as illustrated in Fig. 25, and indicated by an arrow, the central tube 154 will shift correspondingly,'but both springs 155 will be equally compressed, so that an even stress is always exerted upon the collars 147, and the flexibiliity of the draw-bar mechanism preserved.

The motor of the tractor, when not employed for its legitimate purpose of moving the machine, can be succesfully used as a stationary engine to do a great deal of en:- traneous work on a farm, ranch, etc,, such as pumping water, operating air-compressors, for churning, hoisting and conveying, etc.; and to effect this employment of the motor h, l install in the tractor driving mechanism, shown in detail in Figs. 30 to 42 inclusive. This mechanism comprises a bevel gear casing 160, Figs. 2, 30, 31, and 32, through which the 5 forward extension of the crank shaft 114 passes. This bevel gear casing has a side extension 161, in which there is rotatably mounted a shaft 162, carrying at its outer end: a pulley 163, from parts, which friction clutch mechanism includes the following elements:

A cylindrical shell 166, has a tubular hub 167, passing through the bearing 165, and carrying at its outer end a bevel gear wheel 168, meshing with the bevel gear wheel 164.

Mounted upon shafteatension 114, and ro-' tatably located within the tubular hub 167, there is an expansion ring 16%, shown deits lltlllll tached in Figs. 35, 36, and .42. This ring comprises two, approximately semi-circular bands 170, adjacent ends of-which are connected by a, preferably flat, resilient steel blade 171, which blade spring .is fastened .to one end, 172, of a double-armed member which has a hub 173, by which it is keyed to the shaft extension 114:, and is rotatably fitted in the bore of the hub 167 of the cylindricalshell 166. .Diametrically opposite the arm 172 there is an arm 17 2*, which has sidewise expanding pivots 174:. The free ends of the bands 170 are spaced from the terminal of thearm 172% for some distance, as will later on appear. In front of the expansion ring 169, and mounted on an extension 175 of the hub thereof, there is.

mounted a cup-shaped shell 176, having within the cup, and preferably formed integrally therewith, two spaced-apart lugs 177, in each of which there is a curved slot 17 8. Pivoted to the arm 172, upon the pivot 174, there is a two-partlink 179, shown detached in Figs. 10 and41, bifurcated at one end where it engages said arm 172*, and then diverging as shown in Figs. 39, 40, and 41. In'this link there is rotatably mounted a screw 180, having a nut 181, opposing sides of which converge to fit between the diverging walls of the link 179. opposite end ofthe link there are two sidewise extending pivots 182, which engage the curved slots 178 in the lugs 177. This cupshaped shell is longitudinally slidable upon the extension 175, and is positively driven.

from the split-band by a pin [83, projecting from the arm 172, and engaging a notch 185, formed in the inner surface of. the rim of the shell 176.1 1 front of this shell there is a hand-wheel 18 1, rotatably mounted on the face of the cup-shaped shell 176, by-

hand wheel 184, the curved slots 17 8, acting as cams, will cause the link 179 to be pulled toward the extension 175 and, therefore, to

. rotate on its pivot 17 1. The face ofthe terminal of the arm 172 is inclined at 185, as best seen in Figs. 34 and 42; and the end of the adjusting bolt 180 bears upon this inclined surface. It follows that in normal position, as shown in Fig. 3 1, this bolt is parallel with the crankshaft extention 1114 but when the link rotates on it At the pivot, the inner end of the bolt 180 moves on this inclined surface 185, and is pushed outwardly, and with it the nut 181. This nut, moving on the diverging surfaces of the link 179, pushes the two ends thereof apart so that these two ends bearing upon the free ends of the split ring causes them to spread and thereby the split ring to expand, which will thus be tightly we ged in the cylindrical shell 166 and cause the latter to rotate with the split ring and the cup-shaped shell.

In this manner the rotation of the cylindrical shell causes the rotation of the bevel gear wheel 168 and with it, its associated parts. And it may now be noted that when the motor F is operating, the split ring and the cup-shaped shell will likewise be rotating, but that the cylindrical shell 166 will be standing still until the cup-shaped shell is pulled outwardly to connect the split band to the cylindrical shell. Adjustment for wear may be made by rotating the screw 180, in an obvious manner.

While I prefer the clutch mechanism just described for various reasons, it will be evident that other clutches may be adopted, if desired, and accomplish the object in view in a perfectly satisfactory manner.

As hereinbefore stated, the transmission gearing employed in this tractor is fully described in my copendin application for patent, filed Oct. 1, 1918, erial No. 256,388; but a brief description thereof in connection with the subject matter of this present application will be an aid to a thorough understanding of this present invention. Thus, as shown in Fig. 2, the transmission gear shaft 122 is mounted in a forward extension 190 of the transmission gear case I; and it has splined thereon two driving gear wheels 191, 192, and connected thereto also a reverse gear 189. The two gear wheels 191, 192, are longitudinally slidable on shaft 122 by a lever M, Fig. 1, extending upwardly from the extension 190 of the gear case. Parallel to this shaft 122 there is rotatably mounted in said extension- 190 a countershaft 193, upon which there are keyed two gear wheels 194, 195, which, at one time or other, according to which direction the slidable gear wheels are moved by the lever M, are in mesh with either gear wheel 191 or gear wheel 192. At the inner end of the countershaft there is fixed a bevel gear pinion 196, which meshes with a bevel gear wheel 197, that is a part of a differential gear casing N, which by a series of gear pinions in, and connected to, said casing N, rotates transverse shaft 37. Upon this shaft, and within the main portions of the transmission gear casing, there are two friction brake devices 198, which are operated by mechanism within said gear casing and by a hand wheel 0,, mounted on a lit.

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ineaaie 'shaft 199, projecting from the upper part of the transmission gear casing and by which the tractor is steered. Surrounding the differential gear drum N, there is a brake band 200, which is manipulated, by mechanism located in said transmission gear casing and applied by a hand lever P, mounted on the outside thereof, and serves the purpose of a brake to the tractor, in case of an emergency. All of these levers and the control treadle are operable by an attendant who will be seated upon a seat S, located at the rear of the tractor.

l have hereinbefore described the preferred embodiment of my invention, but it desire it to be understood that l am aware that changes may be made therein, and parts omitted without departing from the scope of my invention as defined in the appended claims.

Having thus fully described this invention, claim as new, and desire to secure to myself by Letters Patent of the United States- 1. ][n a traction engine, the combination, of a chassis, a motor mounted on said chassis at the forward end thereof, a gear casing at the rear end of said chassis, gearing in said gear casing, said gearing being operatively connected to said motor, there being depending from said gear casing a pair of bearings,

all

a fixed axle mounted in said bearings and extending beyond the sides of said chassis, a pair of trucks pivotally mounted upon said fixed axle at their rear ends, traction means mounted in said trucks, said traction means being operatively connected to said gearing, said traction means including a pair of driving sprockets, each sprocket comprising a hub, a dished plate on said hub, a ring, said ring being removably bolted to the inner face of said dished plate at the perlpheral margin thereof, secured to said dished plate,

said ring having its inner periphery provided with gear teeth, the outer periphery of said ring being provided with sprocket teeth, a driving shaft operable by said gearing, said driving shaft having gear pinions engaging said internal gears, ,said driving sprockets having at their inner sides non-rotatable disks closing said sprocket wheels, each of said disks-being constructed of two similar halves, bolted to.- gether at their transverse margins, said disks being fixedly connected to saidfixed axle and havin each an openingfor the passage of said driving shaft, the connection ,of sand disk to said axle including a two-part journal box in which the truck-frame is constructed to oscillate, the members of said journal box being formed each with one half of a cupshaped element, said element hav-' ing :a laterally extending flange, and screws in said flange by which the cup-shaped elebox in said loop, a

meat is removably secured to said two-part dis 2. ln a traction engine, a chassis, a motor at the forward end of said chassis, a gear casing at the rear end of said chassis, transmission gearing in said gear casing and op-.

by an annular disk, said annular disk being mounted on said axle, the means for mounting said annular disk comprising a two-part journal bearing, said bearing being integrally formed each with one half of a cupshaped element, said element having a laterally extending flange by which said cupishaped element is removably' secured to said two-part disk, said annular, disk consisting of two similar halves bolted together at the marginal meeting edges of the two halves, said operating shaft passing through the fixed disk intothe interior of said annular structure.

3. In a traction engine, a chassis, a motor mounted on said chassis, transmission gearing operatively connected to said motor, traction means at each side of said chassis and operatively connected to said transmission gearing, said traction means includin a pair of trucks, each of said trucks inclu ing two, spaced-apart beams, a yoke at the forward end of said beams and connecting the same, said yoke having medially a forwardly-extending loo a vertically movable xed axle upon which said trucks are oscillatably mounted at their rear ends, and means at the forward ends of said trucks for spring-supporting the forward end of said chassis, said supporting 'means including a transversely disposed beam, said beam being pivotally connected to said chassis, said beam having its ends pivotally connected to said boxes, said boxes being supported upon springs mounted upon vert cally disposed bars in said loops, said boxes being likewise slidably mounted on said bars, said springs bearing upon the lower faces of said boxes.

' a. In a traction engine, a chassis a motor mounted on said chassis at the forward end thereof, a transmission gearing mounted upon said chassis at the rear end thereof and operatively connected to said motor, a pair of trucks, one on each side of said chassis, traction means mounted in each truck and operatively connected. to said transmission gearing, each of said trucksineluding a pair of spaced-apart beams between which said traction means are operatively disposed, and means for spring-supportlng the forward end of said chassis upon said trucks, said means including a connecting yoke at the forward end of each truck, said yoke having a forwardly-extending, open frame member, transverse channels at the forward end of said chassis, plates depending medially from said transverse channels, a beam, said beam being medially pivoted to said lates and extending transversely into the open frames of said yokes, and a coil spring in each open frame, said beam bearing with its ends upon said springs.

5. In a traction engine, a chassis, a motor mounted on said chassis, traction means at both sides of said chassis, said traction means being operatively connected tosaid motor,'said traction means being mounted in a pair of trucks, each of said trucks comprising two, spaced apart beams, there being secured to the inner sides of said beams downwardlysprojecting plates, said plates forming skirts extending approximately the entire length of said spaced apart beams, said skirts reaching to within close proximity of the ground on which the tractor is designed to.

move to prevent the traction means mounted in said trucks from being injuriously aflected by gritty matter reaching said traction means from the sides thereof, an arcuate plate con necting said spaced apart truck-beams approximately medially of their length, a V- shaped reinforcing bar at the forward end of said arcuate plate, a pair of vertically disposed bars medially of, and secured to, said arcuate plate, a bridge secured to and connecting said vertically disposed bars, said bridge being fixedly secured to said arcuate plate at the apex of the arcuation thereof 6. 1n a traction engine, chassis, a motor mounted on said chassis, traction means each side of said chassis and operatively connected to said motor, said traction means being mounted in trucks, each truck comprising two angle beams in par llel spaced relationship, two downwarly entending skirts secured to angle beams the inner sides thereof, and an arcuate sheet metal plate projecting upwardly from, and secured to, the inner sides of said angle beams and said skirts, said arcna'te plate having reinforcing members at its forward and rear margins.

7. In a traction engine, a truck, and traction means mounted in said tru said truck; including a pair of spaced a art beams, skirts fixed to, supported by, angle beams, fixed one end said angle beams, mo /able be s other ends of said ag sheet metal arcnate plate angle beams, a oke at, and connecting, the forward ends 0 said angle beams, a pair of angle beams secured to said skirts below the first-mentioned angle beams, axle-boxes mounted on the lower angle beams, a driving sprocket wheel at the rear end of said truck and supported in said fixed bearings, an idler wheel mounted in the forward portion of said truck and movably supported in said movable bearings, an endless track band trained over said driving sprocket and said idler wheel, there being mounted in the hearings on the lower pair of angle beams track wheels on which the machine is constructed to run, a pair of upwardly projecting standards mounted on the upper pair of angle beams, and a roller rotatably mounted in said standards to support the upper run of said endless track band.

8. In a traction engine, a truck frame, said truck frame including an upper pair of spaced apart, angle beams in parallel relationship, a downwardly depending metallic skirt secured to the inner side of each angle beam, a sheet metal arcuate plate, said arcuate plate having downwardly cxtending parallel-spaced portions, said portions being fixedly connected to the upper margins of said skirts and said angle beams, reinforcing members at the forward and rear margins of said arcuate plate, a pair of angle beams in spaced relation to the upper pair of angle beams, said second pair of angle beams being fixed to said skirts, and a yoke at the forward ends of said upper angle beams and said skirts and connected thereto, said yoke connecting the forward ends of said angle beams.

9. ln a traction engine, a truck frame, said truck frame including an upper pair of spaced, apart, angle beams in parallel relationship, a downwardly depending metallic skirt secured to the inner e of each angle beam, a sheet metal, circi plate, said plate having downwardly e. iding, pa lei-spaced, portions, said i 1 edly connected to the upp skirts and said angle b members the forward a of arcuate plate, a beams in spaced relati to the hi t-ioned angle beams said second pair or beams being secured to can. skirts, at the forward ends of sum. beams and said skirts, s: d yoke connecting the forward ends of said truck frame, and a pair of upwardly-extending standards, se l standards having their lower ends soed to the flanges of the upper angle lifU.S, ridge-bar connecting said standards user e r upper ends, said br go-bar being mell secured to the crc 7 of said arrests iaaaaie of said chassis, said chassis including a pair of spaced-apart channel beams, a pair of transversely disposed channels at the forward ends of said chassis beams, a plate on each of said transverse channels medially thereof, said plates being punctured at their lower ends, a bolt in said punctures, said trucks including each a pair of spaced-apart angle bars, the forward ends of said angle bars being connected by a yoke, said yoke having a forwardly-extending, open, frame, there being in the upper, and in the lower,

- members of said frame an opening, a vertit) tically-disposedbolt in said openings and traversing said open frame,'a slidable collar on said bolt, said collar having sidewise extending trunnions, a coil spring located be tween the lower face of said collar and the upper surface of the lower bar of said open frame, a beam pivotally mounted on the bolt in the downwardly-extending plates,

said beam extending transversely of said chassis, said beam having forked terminals which engage the trunnions on said slidable collars.

r 11. In a traction engine, a chassis, a motor mounted on said chassis, traction means on each side of said chassis for moving said tractor, and drawbar mechanism for said tractor, said chassis including two parallelspaced channel beams, said drawbar mechanism including a pair of downwardly-extending plates, a rod secured to said plates and traversing the space between the two channel beams, collars slidably mounted on said rod adjacent its ends, a tube medially of said rod, coil springs mounted on said rod and bearing against said tube and said slidable collars, said collars having pivots, pull bars mounted at one end on said collars, said pull bars being convergingly disposed, said bars terminating in a clevis.

12. In a traction engine, a chassis, a motor mounted on said chassis, traction means on each side of said chassis for moving said tractor, and drawbar mechanism for said tractor, said chassis including two parallel spaced beams, said drawbar mechanism including a pair of downwardly-extending plates secured to said beams, a rod fixed in said plates and traversing the space between said beams, collars slidably mounted on said rod, coil springs mounted on, and surrounding, said rod and bearing at one of their ends against said tube, and at their other ends against said slidable collars, said collars having pivots, two pull bars pivoted at one of their ends to said slidable collars, said pull bars being convergingly disposed, adjacent ends of said pull bars being pivotally connected to a clevis, tensional stress I when applied to said clevis causing said slidvextent resisted by said springs.

13. In a traction engine, a chassis, amotor mounted on said chassis, traction means at each side of said chassis for moving said tractor, and drawbar mechanism for said tractor, said drawbar mechanism including a pair of convergingly disposed bars, a rod, slidable elements mounted on said rod, said bars being pivotally connected to said rod, means for resisting the sliding movement of said slidable elements, the other ends of said bars being pivotally connected to a clevis.

14. In a traction engine, a chassis, a motor mounted on said chassis, traction means at each side of said chassis, a gear case upon said chassis, said gear case having spacedapart, downwardly-extending members, anddrawbar mechanism for said tractor, said drawbar mechanism including a pair ofconvergingly disposed bars, a rod transversely to said chassis and connected thereto, slidable elements mounted on said rod, said bars being pivotally connected to said slidable elements, means for resisting the sliding movement of said slidable elements, the other ends of said bars being pivotally connected to a clevis, the downwardly-extending members of said gear case being connected .by a bar, said convergingly-disposed pull-bars being supported at their rear ends upon said connecting. bar.

15. In a traction-engine, a chassis, a motor mounted on said chassis, a gear case on said chassis, transmission gearing in said gear case and operatively connected to said motor, traction means operatively connected to said transmission gearing, and drawbar mechanism by which a trailer may be connected to said tractor, said draw bar mechanism including a bar transversely located below said chassis and connected thereto, a pair of collars slidably mounted on said transverse bar, said collars having oppositely disposed trunnions, a tube slidably mounted on said bar, a coil spring on each side of said tube and surrounding said bar, one of the ends of said springs bearing against said tube, the other ends of said springs bearing against said collars, a pair of convergingly disposed, rearwardly-extending pull rods, a pair of cranked links mounted on each collar and engaging its trunnions with one end, and one of said pull bars with its lother end, the adjacent rear ends or said pull bars -being pivotally connected to a clevis, said clevis having two forks in which said ends are mounted.

In testimony that I claim the foregoing as my invention, I have hereunto set my hand.

JAMES C. FRENCH. 

